Railway-switch.



v A. GASALE & W. PARTELLO.

RAILWAY svmon, APPLICATION FILED FEB. 4,1909'.

Patented Apr. 27, 1909.

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UNITE STAES FATYENT @Flfliillil.

RAILWAY-SW11 CH.

Specification of Letters Patent.

Patented April 2'7, 1909.

Application filed. February a, 1909. Serial N 0. 476,122.

To all whom it may concernn Be it known that we, nNDnEw GASALE andWoLooTr PARTELLO, citizens of the United States, residing at New Haven,in the county of New Haven and State of Connecticut, have invented a newand useful lmprovement in Railway Switchcs and we do hereby declare thefollowing, when taken in connection with the accompanying drawings andthe letters of reference marked thereon, to he a full, clear, and exactdescription of the same, and which said drawings constitute part of thisspecification, and represent, in

Figure 1 a broken plan view of a switch constructed in accordance withour invention. Fig. 2 a view in vertical transverse section on the lineof Fig. 1. Fig. 3 a sectional view on the line c-d oi Fig. 1, showinghow the guard-rail prevents the flanges oi" the engine and car wheelsfrom coming in contact with the switch-point. l i a detached plan viewof the adjustable tillers interposed between the main rail and the guardrail. Fig. a detached view in inside elevation of one of these fillers.

Guiinvention relates to an improvement in railway switches, the objectbeing to providesimple, durable, convenient and reliable means forpreventing the switch points from being worn by the flanges of theengine and car wheels.

With these ends in view our invention consists in a switch-point guardlocated along side and higher than the main rail whose coactingswitch-point it protects, and in certain other parts as will behereinafter described and pointed out in the claim.

In carrying out our invention as herein shown, We employ a switch-pointguard in the form of a rail 2 having the cross-sectional form of themain track rails 3 and 4 but higher than the same. it is not necessarythat the guard shall assume the form of a rail, but that is ourpreferred construction. The said guard-rail 2 which is longitudinallybowed, is mounted in brace-chairs 5 secured by spikes 6 to the ordinarycross-ties 7 and arranged along the outside of the main rail 3. In thisconnection we may say that the guard will be located alongside one orthe other of the two main rails according to the requirements of eachindividual use of it, only one guard being required for each switch. Asherein shown the guard rail 2 is connected with the main rail 8 by twowedge-shaped fillers 8, 9, formed with longitudinal slots 10 for thereception of a bolt 11. which binds the guard-rail 2, main rail 3 andthe iillcrs S and 9 together. These fillers are prevented from lovingwith respect to each. other by the provision of one with a series oflocking points 12 entering a corresponding series ol pockets 13 in theother. The slots 10 permit the iillers to be adjusted within the limitsprescribed by the length ol the slots so as to enable the guard-rail 2to be properly set as to distance with respect to the main rail 3. Onthis point we may now say that the guardrail 2 will be set with respectto the main rail 3 so that when the inner edge of the guardrail isengaged at the point 14 by the outer face of the engine or car wheel 15indicated by broken lines in Fig. 3, the flange 16 of the wheel 15 willbe held out of contact with the switchqgoint 17 which lies along theinner edge of the main rail 3. In this way the engine and car wheels areprevented by the action of the guard-rail from wearing out theswitch-point 17'.

As herein shown the switch proper consists of the switch-point 17 and acorresponding switch-point 18, these two points being connected by atie-bar 19 and a head-rod 20 which latter is provided at both ends withextensions 21 which are connected in any suitable manner with anysuitable switchstand or equivalent mechanism for the operation of theswitch-points, the construction of the switch proper and theswitch-moving mechanism forming no part of our present invention. Itwill be understood that in case of any wear of the inner edge of theguard-rail 2, its chairs 5 may be reset on the cross-ties 7 and thefillers 8 and 9 adjusted correspondingly so as to bring the rail closerto the main rail By'the means of our improved construction theswitch-point 17 is protected against being crushed and worn by theflanges of the engine and. car wheels and its life correspondinglyprolonged. It obvious of course that any protection of the switchpointheightens the c'fliciency of the switch mechanism and so contributes tothe safety of all trains.

e claim In a switch, the combination with a mainrail, of a switch-pointlocated adjacent to the inner edge thereof, a switch-point guardrailhigher than the main-rail and extending alongside the outer edgethereof, two wedgeshaped fillers interposed between the mainrail and theswitch-guard-rail and having 1 their inclined inner face adapted to beinterlocked in any position of adjustment in which j they may be placed,and both of the said 1 blocks being formed with longitudinal slots, Zand a bolt passing through the slots of the said fillers and through themain and guard rails for securing the same and the fillers l solidlytogether, whereby the flanges of the engine and car-wheels are held bythe said I switch-point guard-rail out of contact with i theswitch-point, and whereby the guardrail may be adjusted with respect tothe main-rail to compensate for wear.

In testimony whereof, we have signed this specification in the presenceof two subscribing witnesses.

ANDREKV OASALE. WOLCOTT PARTELLO. Witnesses GEORGE DUDLEY SEYMOUR, CLARAL. WEED.

